Leopold kaczander



Patented Dec. I3, |898.

L. KACZANDER. LUBRICATING APPARATUS FUR LUCDMOTIVE ENGINES.

(Application filed Apr. 2, 1896.)

(N0 Model.)

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UNITED. STATES PATENT OFFICE;

LEOPOLD KAOZANDER, OF NEW YORK, N. Y., AssieNoR To rrrin NATHAN" MANUFAOTURING COMPANY, OF sAMn PLACE.

LLUBRICATING APPARATUSv FOR LOCOMOTIVE-ENGINES.

sPncIFIcATIoN forming part ef Letters Patent Negiaeee, dated Deeember 13,k 1898.

Application filed April 2, 1896. Serial No. 5853946. (No model.)

To all whom it may concern:

Be it known that I, LEOPOLD KAOZANDER, of the city, county, and State of New York, have invented a certain new and useful Improvement in Lubricating Apparatus for Locomotive-Engines, of which the following is a specification.

My invention relates to lubricators used for oiling the valves and cylinders of locomotiveengines; and its object is to provide means whereby, Whether iheengine is steaming or whether it is running with no steam in the cylinders, the rate of oil-feed from the lubricator will remain uniform and undisturbed. The customary equalizing appliances, comprising a condenser and boiler and sight-feed connections such as now in use on lubricators of this class, are effective for this purpose to a certain extent; but under certain cOnditions--as,l for example, when the locomotive is running with its throttle Wide open-a back pressure from the cylinder will be created, by which the iiow of oil will be gradually retardedand eventually stopped altogether.

It is the object of my invention to remedy this difficulty, and this result I attain by a certain combination and arrangement of instrumentalities, which will iirst be described by reference to the accompanying drawings and will then be more particularly pointed out in the claims.

In the drawings, Figure 1 is a side elevation of so much of a locomotive-engine as needed to illustrate my invention. Fig. 2 is a vertical longitudinal section, on enlarged scale, of the dome portion of the locomotiveboiler. Fig. 3 is a horizontal section, on enlarged scale, of the lubricator in the plane of the upper sight-feed connections. Fig. 4 is an enlarged sectional elevation of the auxiliary steam-supply valve and the devices by which it is actuated.

The lubricator is shown in the drawings as a double onethat is to say, one in which the same oil-chamber serves to lubricate both cylinders of a locomotive-engine; but my invvention of course is applicable to a single lubricator or to a multiple-feed lubricator.

A is the oil-reservoir.

B is the condenser, communicatin g with the reservoir through the usual valve-controlled passages, which conduct the Water of con-y densation to the lower part of the reservoir.

S is the Valve-controlled main steam-pipe, leading into the top of the condenser and connecting with the equalizing-pipes, one of which is shown at p, leading to the upper sight-feed. connections on opposite sides of izing appliances, and their mode of operation is well known.

The restricted area of the oil-discharge nozzles u does not at times permit the passage therethrough ot' enough steam from the equalizing-pipes p to exert suflicient pressure at the lubricator end of the oil-pipes to overcome the back pressure in the cylinders or steam-chests, this being particularly noticeable when the engine is running with its throttle wide open, the result being that the oil-feed will be gradually retarded and even-l tually stopped. To remedy this difficulty, I provide an auxiliary steam-supply pipe which leads from the dome orl steam-space of the boiler into each oil-pipe at a point beyond or on the outer side of the discharge-nozzle n, and I so connect the valve by which the said pipe is opened and closed with the throttlevalve-operating mechanism that said valve shall be actuated to open and close the said auxiliary steam-'supply pipe simultaneously with the Opening and closing of the throttlevalve itself. Consequently when the throttle is open the auxiliary steam-supply valve also will stand open, thus affording the auxiliary supply of steam to the lubricator endof the oil-pipe, needed at this time to equalize or neutralize the back pressure from the steamchest or cylinder, while when the throttle is closed the auxiliary steam-supply valve will thereby be actuated to close its pipe also, thus shutting off at this time the auxiliary IOO steam-supply from the lubricator end of the oil-pipe. Various mechanical devices may be used to thus connect the throttle and the auxiliary steam supply controlling valve. One simple means for this purpose is illustrated in the drawings. The auxiliary steamsupply pipe is shown at E as leading from the steam-dome. F is the dry pipe, which leads to the cylinder. G is the throttle-valve. g is its stem. g is the pivoted angle-lever, connected to said valve-stem, and g'2 is the longitudinally-movable stem or rod of the throttle-valve lever, all arranged and operating as customary.

The auxiliary steam-supply pipe E is provided with a longitudinally movable or sliding piston-valve F,by which it may be opened and closed, and the stem of this valve engages a downwardly-extending yoke I-I, having in its bottom a slot h, which is entered and engaged by a pin t' in the throttle-valve-lever stem g2. The arrangement is such that when stem g2 moves in a direction to open the throttlevalve the yoke H will be moved in a direction to open valve F, and movement of said stem in the opposite direction to close the throttlevalve will cause a corresponding closing of the valve F. The yoke at its upper end is forked to straddle the stem oi" valve F', and the latter is caused to engage the yoke by Anuts h', which screw upon the stem from opposite sides of the yoke.

The auxiliary steam-supply pipe E may at its end next to the lubricator separate into two branches, one branch opening into each oilpipe D at a point beyond or on the outer side of the nozzle N; but for various reasons I prefer to connect that pipe directly to the lubricator, as seen in Fig. 3, where it leads into a chamber I, cored out in the body of the lubricator and wholly separate and distinct from the steam-spaces with which the ordinary equalizing-applianee pipes 1J connect.

From this steam-chamber a passage m leads directly into each oil-pipe D at a point on the outer side of the nozzle n. I am thus enabled to obtain a compact organization of parts and to supply the additional steam to both oilpipes from one and the same steam-chamber in the body of the lubricator.

Having described my improvements and the best way now known to lne of carrying the same into effect, what I claim herein as new and of my own invention isl. In combination with a locomotive-lubricator provided with suitable inlet and outlet pipes, whereby the contents of the oil-cup are balanced, a throttle-lever, an auxiliary pipe leading from the source of steam-supply to the lubricator-outlet pipe, a valve in said auxiliary pipe and connections engaging the valve and the throttle-lever whereby the throttle and the valve are actuated simultaneously, su bstantially as described. Y

2. In a lubricating apparatus for the valves and cylinders of locomotive-engines, a lubricator provided, in addition to the usual equalizingappliances,with an auxiliary steam-supply pipe leading from the boiler into the lubricator end of the oil-pipe at a point on the outer side of the lubricator oil-discharge nozz le, and a controlling-valve forsaid auxiliary steam-supply pipe, in combination with the throttle-valve, actuating mechanism therefor, and connections between said actuating mechanism and the said controlling-Valve, whereby the latter is operated to open and close simultaneously with the opening and closing of the throttle-valve, substantially as and for the purposes hereinbefore set forth.

In testimony whereof I have hereunto set my hand this 28th day of March, 1896.

LEOPOLD KAOZANDER..

Vitnesses:

MORRIS STETTHEIMER, JAMES E. MURPHY. 

